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April" 19, 1927.

E. MULLINS ET AL CAR WHEEL CLAMP Filed Oct 22, l92

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Patented Apr, 1%

131) MULLINS, 0F CINCINNATI, 91-3110, AND B. IVRTLLINS, 836 SOUTH OQVINGTON,

KENTUCKY, ASSIGNORfi OF QNEJFOUTRM FOURTH TO ARCH MULLIIJS, BIIBTI'I OF SOUTH. CUVENGTQN, KENTUCKY,

CAR-WHEEL CLAMP.

Application filed October 22, 1926. Serial No. 1&3,l36.

The object of this invention is to provide a clamp for holding a car wheel against movement with respect to a rail, whilst a jack is being used to take the weight from the journals of a car during the renewing oi? the interchangcable hearings or brasses.

filo far as we know, car wheel clamps as at present made, either are so constructor that they will often slip oil the wheel when the jack is put into operation: or else they are held down in place by the jack, as a part of the jack stand.

The clamp forming the subject matter of this application simply may he slid longitudinally of the rail into engagement with the wheel and be held there by a simple cam lever or its equivalent, it being impossible for the clamp to move horizontally out of engagement with the wheel and the rail, or to move vertically out at engagement with the wheel and the rail, when the jack is put to work.

It is within the province of the disclosure to improve generally and to enhance the utility of devices of that type to which the invention appertains.

lVith the above and other objects in view which will appear as the description proceeds, the invention resides in the combination and arrangement of parts and in the details 0'! construction hereinafter described and claimed, it being understood that changes in the precise embodiment of the invention herein disclosed, may be made within the scope of what is claimed. without departing from the spirit of the invention.

In the accompanying drawings:

Figure 1 shows, in side elevation, a portion of a railroad rail, and a car wheel. held against relative movement by the clamp which forms the subject matter of this ap plication, parts being broken away;

Figure 2 is a section taken about on the line 2-2 of Figure 1, parts being broken away and parts appearing in elevation;

Figure 8 is a section taken about on the line 3-3 of Figure 1, the car wheel and the rail. being omitted.

The numeral 1 marks the head of a railroad rail, and the numeral 2 marks the wheel of a car, the wheel being adapted to roll along the rail. The wheel 2 has a thinned central web 3 which forms a circumferential shoulder l in the wheel, and this shoulder l. is invariably curved or concaved, as shown in Fig. 52 and is not at right angles to the plane in which the wheel is located. Owing to this peculiar construction of the shoulder, which is a standard detail, the ordinary clamp for holding the wheel fixed with respect to the rail will very often slide oil", in the direction at the arrow A, in Figure 2, when the jack is put into operation during the renewal of brasses. The foregoing being understood, this application proposes and oll'crs a car wheel clamp which will remain in place. in, engagement with the wheel and the rail, notwithstanding the coneavcd form ot the shoulder d, disclosed in Figure 2.

The clamp includes a lel-shaped rigid body 5 made up of an outer arm 6, an inner arm 7, and a connection 8 joining the arms, the arms preferably being located in parallel relation, and the connection being disposed approximately at right angles to the arms. The outer arm 6 is supplied at its free end with a depending extension 9, located at right angles to the arm (Si and having an in wardly prolonged linger 10 which is dis posed at an angle to the extension 9, the finger 10 being so located that it will engage with the under surface of the head or ball 1 of the rail, as shown in Figure 2. The outer arm 6 is provided at its upper corner with an oil-set portion 30, having an opening 31. A lug 11 extends upwardly from the part 30, the lug being provided with an inwardly extended boss 12, and through the boss 12 and the lug 11 extends a support 14-, preteraliily a riveta on which is mounted to swing an eccentric 15 on the inner end. of a lever 16- of any desired length, the eccentric 15 operating within the offset portion 30 of the outer arm 6. The numeral l7 designates the movable member in the form of a slide, mounted to reciprocate in the opening 31, and having a limited tilti g movement therein, the member 1? being equipped at its ends with. projections 18 which limit the movement of the member 17 in the opening 31. in its upper edge, the movable member or slide 17 has a seat 19 wherewith the edge of the eccentric 15 is adapted to engage. The inner end edge of the slide 17 is con vcxedly rounded, as at 39, to correspond to the concavity of the shoulder 4-. The inner arm 7 of the clamp is of am roximatcly the length as the outer arm 6, and is supplied at its free end with a short depending projecthm 20 located at right angles to the arm 7 and opposite to the extension 9.

In practical or nation. the clamp isslid to the left, on the ball l of the rail, in the dir ction of the arrow B in Il igure l, the eccentric 15 being out oi engagement with the slide 17, and the slide beingretracted from the position shown in Figure 2, it bein evident that if the slide were not retracted from the position of Figure 2. it could not clear the edge of the Wheel and passiinto the concavity 22 in the side of the Wheel. The finger 10 engages beneath the ball 1 of the rail and, when the clamp is in the proper position, the slide 17 moved to the right in Figure 2 until the end edge 32 ot the slide is on the shoulder ot'the car ivheel. "Then, the eccentric is operated by means of the handle or lev'. l6, and the eccentric pushes the slide 17 tight y against the shoulder 4 of the car WllGGh the car Wheel thus being clamped to the rail, because the slide 17 engages the shoulder 4:, and because the linger 10 engages the under edge of the ball 1 of the rail. As thus tar described the clamp will bind down the Wheel 2 on the rail. but something more than this is required, in order that the c amp may not slip off the shoulder 4c in the direction of the arrow A of Figurel. l-lere note that the inner arm 7 extends around behind the car Wheel 2 and prevents the clamp from moving in the direction oi? the arrow A. the projection 20 extending ClOWll to the 'lOWGl' edge of the flange 21 ot the car Wheel, and aiding in holding. the clamp in. place, against "transverse movement.

The device is characterized by extreme simplicity and high efliciency. It 18 to be distinguished clearly b30111 clamps which form part of the stand for the lifting jack, and from clamps which require the jacking up of the carivheel 'l'ielore they can be mounted in plzve and put into operation.

(living to the fact that the CCCOI1ij1'lC'l5 lS received in the seat 19 of thc'slide 17, the slide is'positively held p rm-oveniicnt to the let; in Figure :2, and inengagement with the sl'lou-l'der 4-.

What claimed is l. A Wheel clamp oi the class described. comprising a U-shaped body including inner and outer arms, the outer 'tIYI'UllQlllt'; supplied. with spaced parts for engaging a wheel and a rail, one of said parts being movable, to lning about a clamping action. the inner rm being a '\vheelg ,ging member \vhicn prevents the clamp from moving horiz-contally out of Working position. 1

2. 1*. wheel clump of the class described, comprising a i-shapcd body including inner and outer arms,thc outer arm havinga rail-engaging means, a movable \vhecl-cnmove it toward said means, the slide being provided with a seatin which the eccentric is received, to-hold the side against movement to inoperative position.

In testimony that we claim the foregoing as our own, We have hereunto set our hands.

ED. MULLINS. OSCAR B. MULLINS.

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